Double safety car-wheel and propelling parts coöperating therewith.



, LBVERT CLARK. DOUBLE SAFETY GAR WHEEL ANDVPROPELLING PARTS GUPERATING THEREWITH. APPLIOATION FILED JAN. 30, 1909*.

955,382. Patented Apr.19,191o."

To all whom t' may concern:-

, 'UNITED sTATns PATENT OFFICE.

an VERT CLARK, or DETROIT, MICHIGAN.

DOUBLE' SAFETY cnn-WHEEL AND PRQPELLING- rARTsoorEnATING THEEEWITH.

Specification of Letters Patent.' I Patented Apri- 19, 1910.

Application led January 30, 1909. Serial No. 475,235.

-Be it known that I, LE VERT CLARK, a citizen of the United States, residing at Detroit, 'in `the n-nty of ,Wayne State of llichigan,` have invented new and useful ,f Improvements inlDouble Safety Car-Wheels and Propelling Parts Cooperating Therewith; and' I do .declarethe following to be a full, clear; and eact description ot the inventio'n,l such` as will enable others skilled in the artto which it appertains to make and use the same, reference being had to the accompanying drawinga'and to the letters of reference marked thereon, which form a part of this specification.

^ This invention relates tocar and locomotive wheels and axles, and such parts as necessarily cooperate `with them. Its object is to provide double wheelsz-to meet the improved operating conditions alford'ed by a concentric tracks railroad; for example, such vas is described in Iny Letters Patent #927,830,Ju1`y 13th, 1909; or for an electric two track railroad forwhich. my 'applicaf tion is pending, Serial #476,743, iiled Feb.

8th', 1909. Which double Wheels may also be used, indiscriminately with old style wheels upon any standard gage track, of

,not `occur under agdouble wheel. l, its object is to divide the Weight offtraiiio, equally, between the inner and outer track present construction, without any alteration or change therein, in the same train. Which train will run 'from the improved two track construction to the old style single track construction of connecting transportation lines,

as not to interfere with exchange ofrcars be-V tween said lines.

' The further object of this invention is to make the movement of car wheels, in cities, practically as noiseless as possible; which is done principally,y by preventingff low joints, in the track, and the incessant v.pounding thereof.Y Its o bjectf` is also to' lessen the cost of maintenance of track, roadbed, rolling stock, and citystreet pavement, which latter will not have to be torn u'piso often for repairs. to 'low joints which can- Likewise members of a two track railroad, of four lighter rails instead ofhaving allthe burden on two heavier rails, as at present opelated, with single wheels on one track.

A. pair of `double Wheels makes a Wider wheel base for a much stronger twoftack railroad, upon the same cross ties, without yventien -wherein it differs @Qual facilityv encroaching l upon standardized clearances,as at present adopted, between rolling stock and objects alongsidel the track, in bridges, "tunnels, platforms, third rails, etc. A more stable uilibriumfor all classes of rolling stock isetlhus afforded, especially for high speed locomotives and motor cars: In treating this subject a double wheel member will be understood as having essentially two separated Wheel tread surfaces adjacent to 4each other, y a centrally disposed wheel axle andjournal `and parts necessarily coperating therewith.

to travel abreast, in relation to One of which tread surfaces will be-anged and the 'other tread surface will be Hangeless and widely separated from its adjacent flanged tread neceary between the two treads for the essential and. special purposes' hereinafter de- "scribed. .All wheel treadI surfaces on the same axle are necessarily-of the saine diain'- eter. each'be supported by means such as are ordinarily used to carry tires; which tiresupportlng portions are placed apart, but adjacent to each other,

tires. Other and improved means are 'also shown in my double wheel whereby adjacent tlres maybe supported concentric with the wheel axle by a more or less solidl tire-supsurface; whichI lwide space is The wheel tread surfaces or tires may when ar Journal is. placed on the axle as a seat for a journal boity and truck frames placed between adjacent porting portion, carrying both-wheel treads;

upon the new style.railroadfofconcentric tracks construct-ion of my invention; making it ractically impossible for a train to' get. o the track in the very'frequent accidents from br'ok n rail'sor broken wheel anges i f y 'l'.v the' drawings: Figure 1' is a ground y on standard gage vtracks of'- single rail ctmstructiong and better'` still,

plan, partly in horizontal section, of double wheels, embodying this invention, on a section ot' concentric tracks railroad. Fig. 2 is a pair of double wheels on the same axle appearing as if derailed; one member in elevation, the other in longitudinal section and connected together by a waist of lesser diameter, bisected to allow wheel members to turn independently. Fig. 3 is a cross section on the lineB-S of Fig. 2; also a cross section of Fig. 5. Fig. 4 is a cross section on the line P-4 of Fig. 2. Fig. 5 is a perspective view of a pair of double wheels connected by an axle, and a cylinder of uniform diameter supporting the wheel treads. ln cross section it is the same throughout as that shown in Fig, 3. Fig. 6 is an elevation of a double wheel having adjacent separated tire supporting portions and journal bearings outside thereof, on a short axle.A Fig. 7 is the same as Fig. 6 but with a journal on the axle between its adjacent wheel portions which support flanged and flangeless wheel tread surfaces, respectively. Fig. 8 is a diagrammatic outline of a perspective view of double wheels, as they may appear assembled, in action. Fig. 9 is an elevation of a pair of double wheels on an axle, each wheel member having a journal bearing between adjacent tire supporting portions thereof, and also journals outside; a sleeve or quill around the axle between opposite wheel members, to support a concentrically disposed electric armature of the gearless type to propel said wheels.

T he two separated wheel tread surfaces may consist of two railroad tires, one of them with, the other without a flange, that is plain, like a wagon wheel, around the dr'um tire-supporting portion or felly of a tubular wheel; the space between tires is the place where brakes may be applied, instead of on the tires to stop the cars 7; or else said tires may be placed around two adjacent separated tire-supporting portions; as shown in the modified preferred form of double wheels, if propelling poweris applied directly to the axle. In which case, the double wheel member is made in two portions, one carrying a flanged tire, the other a flangeless tire, respectively, and having a journal bearing upon the axle either between or outside said adjacent portions. The chief function of the fiangeless or boosting tire is to run only u on lthe boostin track member, where it divides the bur en, lessens the noise, and smoothes the way of its adjacentA flanged tire, `upon the gage' track member, where its flange keeps the trucks in alinement. when on the rails. The lian eless tires are placed, preferably, outside of t e flanged tires, to afford a wider space between op osite wheel members for more powerful elp tric motors, or for locomotive boilers and re boxes of larger diameter.v Provision is l pass through also made for attaching drivinggear wheels to the wheel members or axle members of double wheels, to work with motor gear; also for attaching crank pins and connecting rods in the usual way to the outside of double wheels for the purpose of propelling said wheels by ordinary means, such as steam reciprocating engines; gear or gearless electric motors, or by internal combustion engines.

In cases of derailment the separated tires themselves act as double safety flanges to impinge against the rails on each side of -the track center, before the trucks can possibly get out of alinement, slue around, bunch the crossties, tear up the track, and throw the cars into the ditch. Broken flange-s or rails will no longer be such an element of danger, as at present. To prevent such common accidents, with single wheels, on bridges j and in tunnels, guard rails are placed, along-A side the track, to catch and hold the wheels in alinementafter they are derailed. Guard rails serve no purpose whatever except in cases of derailment, which may never occur at that place. The double wheel dispenses altogether with guard rails and in lieu thereof is effective either with the two track or single construction. Single track and switches even of the heaviest rail are, mechanically, of too weak a construction to long resist the tremendous vertical strains upon its joints when operating heavy locomotives especially of the electric type, and electric motor cars. A pair of double wheels, on one axle, is equivalent to, but has this material advantage over, an ordinary four wheeled truck, with two axles: Whenever one tire is over a. joint, broken rail, or gap the other tire always rests on the solid gir er-likeportion of the adjacent rail in the other track. By employment of which means, heavier loads are carried atl a higher rate of speed with far greater safety and more economy in the maintenance of track, roadbed, rolling stock, and city pavement, than is at present possible, especially with electric railways.

Among the other functions described, the double wheel passes quietly, at grade, strai ht across all manner of crossings, switc es, joints, rail gaps, and intersecting rails, without bumpin into or against such inequalities in the sur ace; and in order that Aone tire shall assist the other in performing this noiseless and useful function, it is essential that the said wheel tread surfaces be widely separated and that one of the wheel Vtreads be fiangeless; because if both of the tires have flanges, the side friction caused .by the extra wheel flan s would be greatly increased and it woul also be impossible to run the double wheel with two fianges on present standard gage tracks without cutting extra notches or the extra ange to in all intersecting r'ails; and

function,

sof

off the track also to provide an extra trench in street. pavements for the extra flange to run in; all of which useless construction is avoided in `my improved double wheel. The plain or flangeless tire in the new combination of my invention, travels like a wagon wheel on a road. Its function when on the track is to'assist or boost the adjacent flanged tire abreast on the double wheel, and when the flanged wheel is olf the track, its as previously described, is to act as a guide wheel to keep the trucks in alinement, in which respect, it takes the place of a guard rail. The same function is performed by 'each tire alternately; which is possible to the fullest extent, only by having the wheel tread surfaces `respectively flanged and ilangeless and separated from each other with a wide intervening space on the tire-supporting portion; which space may be used either as a seat for applying brake-shoes'when its diameter-fis large, or as a seat or journal' for placing journal boxes when the diameter of the se'at is small or preferably coincident with the axle itself. In which latter case, the tire-supporting portions are in two parts and a journal is placed between them on the axle concentric therewith. If the adjacent wheel tread suraces and rails are close'together, saythe width of an intervening wheel flange or less, too, near together to admit the track rail when derailed or olf the track, then the combination is not mechanically operative on standard gage single tracks and switches or concentric tracks, to attain the results or perform` the functions of my 'improved double wheel: on the track but or derailed. Therefore no flange would be necessary on either tire of the double wheel of my invention, if the track rails were flanged to hold the wheel, or the wheel was used on street vehicles, as described in my American Patent- #919,825, vehicle-wheel.

In Fig. l, A represents one of the flange-` less wheel tread surfaces, or boosting tiresr placed on the outside tire-supporting portion of the double wheel member; it always restson the boosting track member X when running on a concentric tracks railroad. When tlewheel is on the old style single track, the boosting tire runs idle but its tread is always in the same plane with the tready of the adj kcent tire. B is one of thel'lan ed tires fon lthe inside .tiresupporting portion of double wheels.v It rests o n the gage track memberY. Z is' a joint' of the-rails which 'may be left wider or much more open than usual, so that the' expansion and contraction of each rail is confined to vitself alone', instead of being communicated to connecting rails to buckle' or'break the rails or joints. The result yof welding the joints on a long not only when the train is also when the train is:I

duce the wear, and increase the e 'line of rails, is to cause the track and-crossties to move out of line sli htly but is sufficient to' gradually. crumb e the pavement to admit water;` which softens the roadbed at joints or else freezes land heaves up both track and city pavement, so as to eiiectually destroy in a short time, to be the best possible track of old style construction. E is a journal, outside of the double wheel on the end of the wheelaxle, which ma be used with journal boxes in car truck fiames of they ordinary type, when made a little wider. F is a crank pinv placed in the ordinary way on the outside of the double driving 'wheel member of .a locomotive or self propelled car. G is a side bar or' rod. connecting the crank pins F F of driving wheels assembled in the same frame. H isa cog wheel, attached in the usual wayl directly to the wheel axle for driving electric motor cars, and locomotives, to co-act with 'motors of the gear type. f I is a cog gear wheel attached directly to the waist portion of mytubular wheel,'to drive it, cooperating wlth a motor of the gear tytpe. J is an inside tire-supporting portion o a double wheel to carry a flanged tire. vIt may in a general way resemble a single car wheel what appears at `first of ordinarypattern. K is an outside tiresupporting portion to vlcarry .the langeless boosting tlre. In structure and appearanceA it does not diil'er materially from the inside tire-supporting portion J, adjacent, SaidV t-ires may be integral parts respectivelfy of the separated adjacenttireportions o the double wheel or they may be forced, shrunk' on, or otherwise secured to said portions. The portions J and K are separated by a journal D between or may have a journal only on the outside las E orhave both to. gether as hereinafter shown in Fig. 9. The bore of the tire-supporting portion J maybe slightly larger than the bore ofy its adjacent'. portion K; f The respective wheel portions. being` made cor-- respondingly slightlyv larger and smaller to more easily ut said portions on and off the axle under in) way. The len ably not less t requirements of the heaviest type of steam or electric locomotives. distance apartv of' the adjacent wheel tread portions will be made to. conform to the reuirements of` the journal bearings and rames to be placed y y distance will preferably be standardized probably at about twelve inches tofsmake all h of the journal D is preferan twelve inches to meet theA In consequence, the 4 between them. This l parts of the axle inside said wheel tread surfacesof the double wheel` and'- ra1ls coperating therewith, uniform.

"In practice, two brake-shoes, not shoving may be used instead of one on the endsof,4

directly tothe each brake-beam, to appl y double tread surfaces which will eatly recienc'jr of service especially other way is to apply the brake-shoe between the adjacent wheel treads, directly upon the drum or tire-supporting portion N ofthe tubular Wheel, hereinafter described, ot which L is the -Waist portion connecting opposite wheel members with a longitudinal axle therethrough. Obviously therefore, the

tire-supporting portion=N in Fig. l, may be made in one piece or casting, or otherwise solidly disposed, down to the axle, for instance by substituting metal or a non-yielding element for the slightly resilient element T and tubes Q, and R shown in Fi 2; and have a longitudinal through,'with journals E on the ends. The portion N between the adjacent tires is of a diameter relatively larger than the' axle C and relatively smaller'than the tires A and B. The solid intervening tire-supporting portion as modified may' still be used 4as a place or seat to apply brake-shoes, instead of applying brakes to the two tires; as for example when the tires are supported by the separated portions J and K. In this respect, the only dierence between the journal D and a solid tire-supporting portion N, is one of diameter simply. In other words, the journal D when of small diameter is preferably placed on the axle, as the seat for a journal bearing; the portion N when of larger diameter, 1s better adapted as a seat to receive brake-shoes. The solid may also be used as a journal if made of little larger diameter than the axle C. The journal D and portion N differ, therefore, from one another in no essential respect; however, each can perform its own respective function better, when their difference is only in the diameters of the designated seat. That is, eter, referably coincident with the axle, the seat 1N between adjacent tires becomes a journal for a journal bearing and when the seat N ,is of large diameter, it becomes a place to receive brakeshoes. y

In Fig. 2, A as before, is the fiangeless boosting tire; B a flanged gage tire; B is a flange integral with the tread of the tire B. The' tread' surfaces A and B' are always placed apart so that a brake-shoe may be applied between, upon the drum N or friction tire not shown, placed there to receive the shoe. C ris a longitudinal wheel axle having journals, outside the wheel members,

`which may be assembled in any standard truck of pnesent construction widenedv for the purpose'. L is the waist portion, consistin of a' relatively smaller. cylinder at` tache to the drumhead's M' of the double rwheel. N is the felly or tire supportin .portion of the double tubular wheel. en these two double wheel members are to rel on each end of the same volvo independent y axle, the @mist will be divided along, the

in passenger trafiic. Anf

ortion N when' when of small diam-A 4concentric ax e therecome the elly member of line 4.-4, as shown in cross section, in Fig. 4; but if they are not to so revolve, then, the Waist is not divided, and extends without a break from wheel to opposite Wheel, as shown at'L in Fig. l. Again as to Fig. 2, O is the outside telescoping tube somewhat larger than the waist, to telescope the adjacent ends of the Waist divided, as stated. P is 'the insidetelescoping tube for the same purpose. They both give rigidity and strength to thew'aist when divided and also permit the opposite wheel members to have independent revolving motion when rounding curves. Q is the axle sleeve or tube spaced 'rithinibjv another tube R holdi the axle C. S is a thrust bearing cap aroun the axle at the ends of the tubes to receive the lateral thrusts of the wheel. lt is intended that this inner tube R holding the axle may be made to receive roller bearings spac around the axle so that the double wheel may not only revolve on its own axle but its axle may also revolve simultaneously; and independently on its own journal E. The result of which is that the two opposite wheel members will turn independently of each `other on the same axle. The axle may also be permanently fixed inside its tube R so as not to revolve. In which/ case the wheel members will revolve only in the ordinary way on the outside journals E. The tube R with' its axle is made easily removable from the tube Q, for the purposes of renewal or repairs. The oog gear wheel I. may be permanently attached either to the waist L or to the drumheads M. T is a semiresilient slightly yielding noiseless packing material, for instance, wood or fiber, for which. coil spiral springs may be substituted, between the axle and the outer drum portion N. The

wheel in thisl figure is supposed to be derailed so that itsdrum portion N is resting on the tops of the track rails on which it will roll along until the wheels are brought to a stop, in the usual way, without coming in contact with or tearing up the crossties. In the meantime the wheeltires act as safety flanges to keep the trucks in alinement. At present, without a guard rail, there is no Way for the ordinary single wheel, as at present constructed, when derailed, to catch against the side of the track, until, say, the right'hand wheel goes over to the left hand rail; before which happens, the trucks get so far out of alinement as to throw the train off. the embankment, to human life and certain and track.

'In Fig. 5, N is the drum, felly, or tiresupporting-portion of a double wheel extending across in uniform diameter to bethe opposite wheel. In internal construction it may be of the same4 general character as shown in the larger diameter of Fig. 2, and in erom sec;

the great peril of destruction of cars strasse oeive it. It is intended for the very heaviest traffic. In Fig. 5 is shown also how one tire of the double wheel rests solidly upon the rails while its adjacent tire or wheel tread Vsurface goes straight across the gap in the adjacent rail of a two track railroad conl struction.

In F ig. 6, the double wheel'is shown with anloutside journal E on each end of a short ax e.

In Fig. 7, D is a ournal between adjacent tire-supporting portions, having ianged and flangeless wheel tread surfaces respectively,

'of a double wheel.

In Fig. 8, the locomotive frame rests upon the journal D between the adjacent tire supporting portions of the double wheel. Other double wheels, a pair on each axle, are shown elsewhere in the same figure. Driving wheels are preferably made with spokes in the usual way with crank pins F and side rods Gr, co-acting therewith. The tender of the locomotive is assumed to be equipped with three pairs of double wheels having outside journals E on the ends of the axles as shown in Figs. 1, 2 and 5.

In Fig. 9, U is a hollow cylinder or quill around the axle to support a concentrically disposed gearless armature as a direct electrical drive to propel said pair of double wheels. Said cylinder may also be placed around the waist L of Figs. 1 and 2 or may itself be substituted for or constitute the waist. Attached to each end of said quill is aspecies of crown gear wheel V, the teeth of which are inserted in` hollow places or pockets W i'n the spokes or drum-heads of opposite wheel vmembers on the same axle. T e hollow armature preferably supported by the quill, revolves inside an electric field or casing not shown; which latter may be supported'either on the journals D, on the quill, `or on the ournal D, between adjacent wheel tire-supporting',portions. E is the outside journal which may be placed in an ordinary truck frame of the usual construction though wider. This kind of equipment is preferably used in directly propelled motor cars and electric locomotives for high ispeed. The double wheel members are rela tively of larger diameter, asis the case of steam locomotive driving wheels. The socalled crown gear wheel V may be omitted altogether if the waist L shown in'Fig. l is made to serve instead, as a hollowarmature axle U for directly propelling said tubular wheels. A cog driving wheel not shown may also be placed around the quill. toengage with a gear motor to drive said doub e wheels. i

While I, have represented in the drawings flan eless wheel tread surfaces on the outside of t e double wheel members, where, preferably, they ought to be, yet the flangeless treads will run equally as well on a boosting track member laid inside the standard gage track member of a two track railroad.

The wheels embodying my invention make it physically impossible to hammer down, -or bump along the joints ineit-her one ofthe concentric tracks. Hence low joints will altogether cease to be, and generally, a better track surface will be'more easily maintained.

What I claim is:

l. The combination of a tire-supporting portion carrying a langelessboosting tire having a plain wheel-tread surface, andwidely separated therefrom another tire 0f the same outside diameter carrying a wheeltread surface with a flange next adjacent thereto on the side toward the track center a wheel axle concentric therewith; journals and places for journal boxes on said axle;

means for spacing said tires apart, and hold ing said respective wheel flange, tread surfaces and axle in their relative positions;

a seat between the respective separated wheel tread surfaces on which Seat a brakeshoe and journal box are respectively applicable, when said seat is :there placed to receive it, substantially as described.

2. The combination with a tire-supporting portion carrying a liangeless wheel tread surface; and separated therefrom, another tiresupporting portion carrying a flanged wheel tread surface, of the same outside diameter; a wheel axle concentric therewith, of relatively larger and smaller diameters where it passes through the respective hubs of said adjacent portions of the double wheel member; a journal and place for a'journal box on said axle, between said adjacent. hubs; means for spacing and holding the respective wheel tread surfaces, tires, axle and journal boxes, in their relative positions, substantially as described.

3. The combination of two, adjacent tiresupporting portions of a double wheel', one

portion carrying a plain boostingtire, hav# ing a flangeless wheel tread surfacegfandf apart from it, the other portion carrying a` gage track tire having a anoed wheely tread surface, of the same outside diameter; a longitudinal axle concentric with and extending through the hubs of said adjacent tire-supporting portions; a journal and a place for a journal box on the axle between the said adjacent hubs; means for spacing and holding the res ective wheel tread surfaces, tires, axle an journal boxes in their relative positions, substantially as described.

et. The combination of two, adjacent tiresupporting portions of a double wheel; one portion carrying a plain boosting tire with a flangeless wheel tread surface and the other carrying a flan ed wheel tread surface of the same outside diameter for the gage track; a

longitudinal axle concentric with and exj tending through the hubs of said adjacent place for a journal'box on tire-supporting portions; a journal and a the axle between said adjacent portionsof the double wheel; a power applyingl gear wheel secured to the axle to co-act with a pinion on said geared motor, substantially as described.

5. The combination of two, adjacent tiresupporting portions of -a double wheel; one portion carrying 'a plain boosting tire having a flangeless wheel tread surface, for the boostin track, and the other portion carrying a tire having a flanged wheel tread surface for the gage track; a longitudinal axle concentric with and extending through the hub of each tire-supporting portion of said double wheel; a journal and place for a 'ournal box and engine frame on the axle etween the adjacent wheel portions; a crank pin 'with a place for power applying connecting rods on the outside of each double wheel member to co-act with the reciprocatind parts of an engine to propel said whee substantially as described.

6. rI`he combination of two adjacent tiresupporting portions of a double wheel; one

portion carrying a tire having. a langeless wheel tread surface for the boosting track and the other carryinur a tire having a lilanged wheel tread surface of the same diameter for the frage track; a short axle opncentric with and extending through the hub of each of the ad'acent tire-supportin portions of the dou le wheel; a journa and place for a journal box upon said axle between said adjacent separated hub portions of each double wheel member, substantially as described.

7. The combination of two tire-supporting portions of a double wheel adjacent to each other; one portion carrying a tire having a angeless wheel tread surface for the boosting track and the other separated therefrom carr ing a tire having a flanged wheel tread sur ace of the same outside diameter;

' an axle .concentric with and extending through the hub of each adjacent wheel portion; a lace on the axle between said adjacent W eel portions for applyin a brakeshoe; a journal upon each end o the axle, substantially as described.

8. The combination of a pair of double wheel members, each composed' of two adjacent fire-supporting portions, one portion carrying a tire having a langeless wheel tread surface for the boosting track, and the other, spaced at some distance a art from it, carrying a flanged wheel trea surface of the same outside diameter for the age track; a wheel axle concentric with an extending longitudinally through the hubs of said tiresupporting portions of each double wheel member; journals and a place for journal boxes4 on said axle, between adjacent p0rplain wheel tread surface,

tions of and outside each wheel member; a hollow quill or sleeve concentric with said axle to aiford a seat for supporting concentrically therewith a power applying hollow gearless armature axle; means to attach each end of said quill to opposite double wheels for the purpose of driving same, substantially as described.

9. The combination of a plain boosting tire having a vflangeless wheel tread surface, and separated therefrom, another tire havin a wheel tread surface of the same outsi e diameter-and a flange toward the track center; a drum or tire supporting cylinder concentric therewith, and extending through said tires; a place or seat on said drum between said adjacent tires for applying a brakeshoe; a single axle concentric with and extending through said drum; a journal and place for a journal-box on each end of said axle; a movable sleeve around said axle inside said drum with suliicient space allowed between said sleeve and axle, for placing antifriction bearings when necessary; another tube inclosing said sleeve and axle.; a thrust bearing cap around the axle covering eachend of said sleeve and tube; a semiresilientv slightly yielding material. packed between the axle bearing tube and the outer drum; drumheads perforatedV therethrough, substantially as described.

10. The combination of a seriesof concentrically dis osed tubular members; the outside tube of largest diameter constituting a felly or tire-supporting portion; a tire having a tlangeless wheel tread surface, for the boosting track and separated therefrom a tire havin a wheel tread surface `of the same outside. diameter for the gage track; a wheel flange toward the track center; a longitudinal axle therethrough; a removable sleeve around the axle wit sufficient space allowed to inter ose antifriction roller bearings when nee ed between the axle and sleeve; a larger tube to hold the inner sleeve, rollers and axle; end closures or drumheads; thrust.bearing the outside end of the tubes; a section or tube of reduced diameter called the waist divisible about its middle; tubes outside and inside telescopin the adjacent ends of the waist when divi ed; the waist connecting two double wheel members on the same axle; a journal and place' for a journal box on each end of said axle; power ap lying means cooperating with said double w eels toy propel same, substantially as described.

11. Thecombination of a tire-supporting portion, carrying .a iangelesstire withJ a and another tire separated therefrom, of the same outside diameter; a wheel axle concentric therewith;

a journal and a place for a journal bearing on'said axle.; means for splcin and said tires. apartand holl g tn e tires, ,tirecap around the axle covering' ding,

large, a brake-shoe iseapplicable; and lWhen supporting portion, and aXle, in tlieir rela.- In testimony whereof, I sign this specieative positions; a `eeat ooneentrlc Witli the tion in the presence of two Witnesses. wheel axle; to which seat when relatively LE VERT CLARK..

5 said seat is relatively of small diameter, a Witnesses:

journal bearing is applicable, substantially BENJAMIN F. MULFORD, as described. K. CAPLIN. 

